Two wheel drive for a motorcycle

ABSTRACT

A motorcycle where the rear wheel of the motorcycle is not only driven but the front wheel is also driven. Power from the motor of the motorcycle is transmitted to a power transmitting joint which includes an output shaft. The power transmitting joint is mounted directly below the steering stem and on the steering axis of the motorcycle. The power to the front wheel is supplied through a chain which connects between the steering assembly and the front wheel with the chain being movable in conjunction with the front wheel when the front wheel is steered and with suspension movement as when bumps are encountered.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The field of this invention relates to steering mechanisms and moreparticularly to a driving mechanism that is designed to be used inconjunction with the front wheel of a motorcycle so that the front wheelof the motorcycle can be driven as well as the rear wheel of themotorcycle.

2. Description of the Related Art

Almost all motorcycles are driven by a motor that applies power solelyto the rear wheel of the motorcycle. For certain usage, it would bedesirable if power could be also applied to the front wheel of themotorcycle. If power is supplied to the front wheel as well as the rearwheel, it is readily apparent that the motorcycle would have double thetraction. This increased traction would be most beneficial in relationto off road motorcycles and also motorcycles that are used to pullcargo. For example, in the past there has been manufactured atwo-wheel-drive motorcycle known as the “trail breaker”. The purpose ofthis motorcycle was to drag heavyweight objects out of narrow accessenvironments, such as forests. Also, this type of motorcycle isadvantageous for hilly terrain. However, the speed of operation of thisparticular motorcycle is limited to around ten miles per hour.

Other motorcycles with powered front wheels that have been constructedhave one major problem and that is torque of the engine is supplied inan unbalanced manner to the steering of the motorcycle. The result isthe steering of the motorcycle has an inherent tendency to pull to theleft or pull to the right. The more power applied the greater the pull.Therefore, the motorcycle has to be operated at low power levels inorder for the operator to steer the motorcycle and keep the motorcyclegoing in the desired direction. The operator has to fight against thepull constantly in order to keep the front wheel steered in thedirection that the operator wishes to proceed. This constant pullingmovement is not only annoying, it is actually a hazard and a momentaryloss in the counteracting force by the operator against the pull orchange of traction can result in the motorcycle crashing.

There is a need to construct a motorcycle that has a front wheel drivebut where the engine torque that is transmitted to the front wheel isbalanced so that there is no undesirable effect produced on the steeringof the motorcycle.

BRIEF DESCRIPTION OF THE INVENTION

This invention is a method of transferring power from the engine to thefront wheel of a motorcycle without making steering more difficult. Itis added onto an existing rear wheel drive setup. It uses a knownconstant velocity (C-V) joint in a new way and in a new location.

Automobile C-V joints are usually located inside the front wheels on theaxle center line. In this invention, the C-V joint is located outsidethe wheel and is connected to the front wheel and engine by chains. Itslocation under the steering head on the steering axis ensures thatforces are balanced and steering remains neutral even at high powerlevels. Between a pair of chains and before the C-V joint is a one-wayclutch which allows the front wheel to continue turning if the enginestops. This maintains steering control so the rider can safely bring themotorcycle to a stop.

A third chain from the C-V joint down to the front wheel goes around twoidler sprockets, one of which is spring loaded. This compensates for thechain becoming tighter as the wheel moves up in its suspension. Thespring tension can be weak because the one-way clutch prevents chainloading on the return side. The idler wheels are mounted on two chainplates which are located by ball bearings at the front and a torque rodat the rear. One ball bearing goes between the inner chain plate andwheel hub. The other ball bearing goes between the outer chain plate andaxle.

A torque rod mounts to the steering plate at the top and between thechain plates at the bottom. Thus, when engine power is applied to thechain, there is no tendency for the plates to bend or twist. The torquerod controls chain tension and prevents the chain plates moving up whenpower is applied.

SUMMARY OF THE INVENTION

The first basic embodiment of the present invention is in conjunctionwith a motorcycle which has a front wheel and a rear wheel mounted on aframe. The frame includes a steering stem which has a longitudinalcenter axis known as the steering axis. A steering bearing assembly ispivotally mounted on the steering stem with pivoting occurring about thelongitudinal center axis. A handlebar assembly is provided for turningof the front wheel through a horizontal steering angle which will steerthe motorcycle to a leftward direction and to a rightward direction. Afork assembly is connected by steering plates between the steering stemand the front wheel. The improvement is directed to the including of apower transmitting joint mounted on the frame with the powertransmitting joint to receive power from the motorcycle motor. The powertransmitting joint has an output shaft with this output shaft beingconnected to the lower steering plate. The power transmitting joint hasa joint housing having an internal chamber that is connected to theoutput shaft where an annular series of balls are located within theinternal chamber and drivingly connected to the joint housing. The ballsconnect with the output shaft and the joint housing is to be rotated bypower from the motor. The power transmitting joint is mounted directlybelow the steering stem and on the steering axis so not only will powerbe transmitted from the motor to the rear wheel but also to the frontwheel. There is a chain connected between the front wheel and the powertransmitting joint to cause driving rotation of the front wheel.

A further embodiment of the present invention is where the first basicembodiment is modified by defining that the frame has a frame plane withthe balls that are in driving connection within the joint housing are inalignment with this frame plane.

A further embodiment of the present invention is where the first basicembodiment is modified by defining that when the longitudinal centeraxis of the output shaft is located perpendicular to the frame planethat the driving axis through the balls lies within the frame plane.

A further embodiment of the present invention is where the first basicembodiment is modified by defining that there is a torque rod mountedbetween the steering plate assembly and the front wheel with this torquerod to maintain proper chain tension at different power levels andsuspension movement. The torque rod is located parallel to and inlongitudinal alignment with to the chain.

A further embodiment of the present invention is where the just previousembodiment is modified by defining that the chain and the torque rod arewithin the same plane and when the front wheel is positioned to causethe motorcycle to move in a directly forward direction that the chainplane is parallel to the frame plane.

A further embodiment of the present invention is where the first basicembodiment is modified by defining that the internal chamber has abasically circular transverse cross-section defined by a wall surface,the internal chamber has six equally spaced grooves formed within thiswall surface. The grooves are parallel and arcuate longitudinally. Oneball is located in each groove. Whereby the output shaft is movablehorizontally for steering and power is continuously transmitted throughthe power transmitting joint regardless of the position of the handlebarassembly.

A second basic embodiment of the present invention is directed to be incombination with a motorcycle which has a front wheel and a rear wheelmounted on a frame. The frame includes a steering stem which has alongitudinal center axis known as the steering axis. A handlebarassembly is mounted on an upper steering plate and a lower steeringplate with the pivoting occurring on the steering stem about thelongitudinal center axis. The handlebar assembly is for turning of thefront wheel of the motorcycle through a horizontal steering angle whichwill steer the motorcycle to either a leftward direction, to a rightwarddirection or a straight direction. A fork assembly connects the steeringplates and the front wheel. The improvement is directed to a powertransmitting joint mounted on the frame with this power transmittingjoint to transmit power from the motorcycle motor to the front wheel ofthe motorcycle. The power transmitting joint has an output shaft withthis output shaft attached to the lower steering plate. The handlebarassembly being movable horizontally through a sufficient angle to effectsteering of the motorcycle. The power transmitting joint is locateddirectly below the steering stem centered on the steering axis.

A further embodiment of the present invention is where the second basicembodiment is modified by defining that the power transmitting joint hasa transverse center axis known as a driving axis. The driving axiscoincides with the steering axis.

A further embodiment of the present invention is where the second basicembodiment is modified by defining that there is a continuous chainconnected between the front wheel and the power transmitting joint tocause rotation of the front wheel.

A further embodiment of the present invention is where the just previousembodiment is modified by defining that there is a torque rod mountedbetween the steering plate assembly and the chain plates with thistorque rod to control the chain tension when power is applied and duringsuspension movement. The torque rod is located behind and parallel tothe chain.

A further embodiment of the present invention is where the just previousembodiment is modified by defining that the chain and the torque rod lieto one side of, and parallel to the steering plane. When the front wheelis positioned to cause the motorcycle to move in a directly forwarddirection the steering plane is parallel to the frame plane.

BRIEF DESCRIPTION OF THE DRAWINGS

For a better understanding of the present invention, reference is to bemade to the accompanying drawings. It is to be understood that thepresent invention is not limited to the precise arrangement shown in thedrawings.

FIG. 1 is a right side elevational view of the mechanism that is used todrive a front wheel of a motorcycle with the front wheel of themotorcycle shown in phantom;

FIG. 2 is a left side elevational view showing the chain arrangement ofthe motorcycle that is used to operate both the front wheel drive andrear wheel drive of the motorcycle with the motorcycle again being shownin phantom;

FIG. 3 is a top plan view of a portion of the chain drive taken alongline 3-3 of FIG. 2;

FIG. 4 is a cross-sectional view of the present invention taken alongline 4-4 of FIG. 3;

FIG. 5 is a cross-sectional view of the present invention taken alongline 5-5 of FIG. 4;

FIG. 6 is a cross-sectional view through the power transmitting joint ofthe present invention taken along line 6-6 of FIG. 1 showing the outputshaft of the power transmitting joint located in a direction which willsteer the motorcycle in a straight direction;

FIG. 7 is a view similar to FIG. 6 but with the output shaft of thepower transmitting joint of the present invention angularly displacedwhich would steer the motorcycle in a leftward direction with thesteering of the motorcycle in a rightward direction being shown indotted lines;

FIG. 8 is a cross-sectional view through the driving mechanism of thepower transmitting joint taken along line 8-8 of FIG. 6;

FIG. 9 is a partly cross-sectional view showing more clearly thesprocket for the chain that connects to the front wheel taken along line9-9 of FIG. 6;

FIG. 10 is a partly cross-sectional view of the sprocket that connectswith the chain that extends to the motor taken along line 10-10 of FIG.6;

FIG. 11 is a view partly in cross-section showing one of the mountingplates that is used to rotationally mount the output shaft of the powertransmitting joint relative to the handlebar assembly taken along line11-11 of FIG. 6;

FIG. 12A is an exploded isometric view of the structural componentsbetween the handlebar assembly and the driving star that is utilized inconjunction with the power transmitting joint which supports the drivingballs within the power transmitting joint;

FIG. 12B is an exploded isometric view of the housing of the powertransmitting joint and the output shaft of the power transmitting joint;

FIG. 13 is a cross-sectional view through the handlebar assembly showingthe exterior of the power transmitting joint and its relationshiprelative to the input power chain from the motor and the output powerchain to the front wheel of the motorcycle taken along line 13-13 ofFIG. 1;

FIG. 14 is a cross-sectional view taken through the front wheel of themotorcycle showing the driving chain arrangement to the front wheeltaken along line 14-14 of FIG. 1;

FIG. 15 is a side elevational view of the driving chain arrangement forthe front wheel of the motorcycle taken along line 15-15 of FIG. 14;

FIG. 16 is a cross-sectional view taken through the chain tensionermechanism that is utilized in conjunction with the driving chain fromthe front wheel of the motorcycle taken along line 16-16 of FIG. 15;

FIG. 17 is a cross-sectional view taken through the chain tensionertaken along line 17-17 of FIG. 16;

FIG. 18 is a cross-sectional view taken through the front wheel hub ofthe motorcycle of the present invention taken along line 18-18 of FIG.1;

FIG. 19 is a side view, partly in cross-section, of side plate 96;

FIG. 20 is a side view, partly in cross-section, of sprocket 100; and

FIG. 21 is an exploded isometric view of the steering assembly used inthis invention.

DETAILED DESCRIPTION OF THE INVENTION

Referring particularly to FIGS. 1 and 2 of the drawings, there isdepicted in phantom lines a conventional motorcycle 20 which has a frame22 on which is mounted a motor 24. On the rear portion of the frame 22there is mounted a rear wheel yoke 26 on which is mounted the rear wheel28. The plane of rotation of the rear wheel 28 is to be in alignmentwith the plane of the rotation of the front wheel 30. The front wheel 30is supported by a bifurcated fork assembly 32 relative to a steeringassembly 34. The steering assembly 34 is manually operated through ahandlebar 36 which is mounted in conjunction with an elongated memberknown as a frame head 38. Mounted on the frame head 38 are a pair ofparallel spaced apart plates known as an upper steering plate 40 and alower steering plate 42. Frame head 38 is secured to bottom surface ofsteering plate 40 by using lock nuts 51 and 53 which connect withthreaded section 55 of a steering stem 33. Threaded section 55 passesthrough hole 57 formed in steering plate 40. Steering stem 33 is securedto top surface of steering plate 42. Steering stem is telescopinglyrotationally mounted within head 38. Handlebar 36 is securely mounted onsaddle brackets 59 and 61 which are secured to the top surface ofsteering plate 40.

The motorcycle 20 includes a fuel tank 44 which is located just forwardof the operator's seat 46 and is mounted on top tube 41 of frame 22. Themotor 24 expels exhaust gases through exhaust pipe 48 and then throughmuffler 50. Covering the rear wheel 28 will be a rear fender 52 andcovering the front wheel 30 is a front fender 54.

The fork assembly 32 is composed of a right yoke unit that is formed ofan upper tube 56 and a lower tube 58. The tube 58 is telescopinglymounted within the upper tube 56. Included within the upper tube 56 is ashock absorber and spring assembly, which is not shown. The lower tube58 is fixedly mounted by nut 60 onto an axle 62 (see FIG. 18). Theopposite end of the axle 62 is fixedly mounted by nut 64 to a lower tube66. The lower tube 66 is mounted within upper tube 68. Tubes 56 and 68are fixedly mounted to the lower steering plate 42 and upper steeringplate 40, as is clearly shown in FIGS. 13 and 21. With tube 56 tightlysecured in hole 43 of steering plate 42 and within hole 45 of steeringplate 40 with tube 68 tightly secured in hole 47 of steering plate 42and within hole 49 of steering plate 40.

Referring specifically to FIG. 18, there is shown wire spokes 70 whichare used to connect to the tire rim 72 of the front hub 30. The wirespokes 70 mount the front wheel 30 onto the hub 74. The hub 74 isrotationally mounted by bearings 76 and 78 on the axle 62. The axle 62is essentially fixed to the frame 22 by means of the yoke assembly 32.The hub 74 includes a through opening 80 within which is mounted thebearings 76 and 78. Mounted on one side of the hub 82 is a disc brakerotor 82 that forms no specific part of this invention. The disc brakerotor 82 is fixedly mounted to the hub 74 by means of bolts 84 and 86. Aspacer 88 is mounted on the axle 62 located between the hub 74 and thelower tube 66 and the nut 64. The function of the spacer 88 is to havethe lower tube 66 to be spaced from and not interfere with the operationof the disc brake rotor 82.

Low frictionally mounted by bearing 90 on the hub 74 is a side plate 92.Rotationally mounted by bearing 94 on the axle 62 is a side plate 96.Spacer 98 is located about the axle 62 and is to function to keep theside plate 96 spaced from a sprocket 100. The sprocket 100 is fixedlymounted by bolts 102 and 104 to the hub 74. The lower tube 58 is spacedfrom side plate 96 by spacer 106 which is mounted on the axle 62.

Mounted on the sprocket 100 in an engaging manner is a chain 108. Thechain 108 is conducted over a pair of idler sprockets 110 and 112. Theupper end of the chain 108 also is conducted over a drive sprocket 114.Idler sprockets 110 and 112 are mounted between side plates 92 and 96and are free to rotate relative thereto. A torque rod 116 is mountedbetween lower steering plate 42 and block 118 which is fixedly mountedon the opposite ends thereof to the side plates 92 and 96. It is to benoted that in looking at FIG. 14 that the torque rod 116 is in alignmentwith the plane of operation of the chain 108. This is important in orderto avoid a sideways pulling action on the front chain 108 of themotorcycle 20, that is having a tendency to pull to the left or pull tothe right. The torque that will be transmitted to the front wheel 30will be transmitted in a balanced manner with no pull being created.When the motorcycle 20 is moving along and goes over bumps, the frontwheel 30 will move up and down with the shock being absorbed by theshock absorber within the fork assembly 32. This movement up and down ofthe front wheel will have a tendency to shorten and lengthen the chain108, although the shortening and lengthening of the chain 108 will beheld to a minimum because of the use of the idler sprockets 110 and 112and positioning the idler sprockets 110 and 112 in an almost rightangled position from the sprocket 100. However, in order to compensatefor the minor amount of shortening and lengthening of the chain 108,there is included a chain tightener 120 which is mounted by bolts 122 tothe side plates 92 and 96. Reference is to be had to FIGS. 15 and 16that clearly show the chain tightener 120 of this invention. Idlersprocket 110 is low frictionally mounted for free rotation by bearing124 on pin 126 which is also mounted between the side plates 92 and 96.The pin 126 is mounted within an arcuate elongated slot 128 formedwithin the side plate 96 and also within a similar aligned arcuateelongated slot 130 formed within the side plate 92. Pin 126 is fixedlymounted to legs 132 and 134 of a yoke which includes an apex section 136that connects between the legs 132 and 134. The leg 132 includes a rightangled extension 138 with leg 134 including a similar such extension140. The extension 138 is pivotally mounted by bolt fastener 142 to theside plate 96. The extension 140 is pivotally mounted by bolt 144 to theside plate 92.

The apex section 136 includes a centrally located protuberance 146. Acoil spring 148 is to be mounted about the protuberance 146 with theprotuberance 146 functioning to keep one end of the coil spring 148 incontinuous aligned contact with the apex section 136. The opposite endof the coil spring 148 is mounted within a cap 150. Cap 150 has fixedlymounted on its exterior surface a threaded member 152. Threaded member152 passes through hole 154 formed within a mounting yoke 156. Thethreaded member 152 passes through a nut 158 to which it is threadablyconnected and terminates in a bolt head 160.

Initially, the nut 158 is to be loosened with the bolt head 160 turnedin order to apply the correct amount of compression within the coilspring 148. This correct amount of compression will in turn result inthe production and the desired amount of tension in the spring 108. Thisis caused by the idler sprocket 110 moving within the arcuate elongatedslots 128 and 130. The mounting yoke 156 is fixed to both the plates 92and 96 by the bolts 122. It is to be understood that the chain tightener120 can be adjusted by loosening of the bolt head 160 which will varythe amount of compression within the coil spring 148 and hence alter theposition of the idler sprocket 110 relative to the arcuate elongatedslots 128 and 130 thereby increasing or decreasing the tension in thechain 108.

The idler sprocket 112 is fixedly mounted between the side plates 92 and96 by a pin 162. Surrounding the pin 162 is a sleeve 164 on which ismounted a bearing 166 which is deemed to be part of the idler sprocket110. Surrounding the pin 162 is a sleeve 168 on which is mounted abearing 170 which is deemed to part of the idler sprocket 112. The outerend of the torque rod 116 is mounted within block 118. Passing throughthe block 118 is a fastening bolt 174. It is to be understood that eachof the sleeves 164, 168 and 172 abut against the side plates 92 and 96.The upper end of the torque rod 116 is mounted on a connector 176 whichis fixedly mounted onto the lower steering plate 42.

The torque rod 116 is threaded and adjustable in length so idlersprocket 110 can be positioned in the lower portion of slots 128 and130. This compensates for chain wear or for sprockets with larger orsmaller numbers of teeth.

Sprocket 114 includes a central splined hole 178. Splined hole 178 ismounted to splined area 180 on a sleeve 182. Sleeve 182 includes athrough splined hole 184. Spline shaft 186 is to be engaged with splinedhole 184. Spline shaft 186 has a rounded outer end 187 and a necked-inarea 189 which is spaced slightly from rounded outer end 187. As themotorcycle 20 is steering and encounters bumps, the steering can adjustby permitting turning of sleeve 182 on rounded outer end 187. The inneredge 185 of sleeve 182 is provided clearance for this deflectingmovement by the necked-in area 189 which provides space for the edge 185to enter. Mounted on the outer end of the sleeve 180 is a bearing 188.Mounted about the bearing 188 are a pair of plates 190 and 192. Theplates 190 and 182 are connected together by a pair of elongated bolts194 and 196. These bolts 194 and 196 are fixedly mounted onto the lowersteering plate 42. Bearing 188 is prevented from axial movement onsleeve 182 by means of a snap ring 198. Sprocket 114 is actually locatedon sleeve 182 by means of snap rings 200 and 202.

Also mounted on sleeve 182 is a bearing 204. Bearing 204 is restrainedin position on sleeve 182 by means of a snap ring 206. Bearing 204 ismounted within an opening formed within a pair of mounting plates 208and 210. Plates 208 and 210 are connected by means of a pair ofelongated bolts 212 and 214. Bolts 212 and 214 are fixedly secured tolower steering plate 42.

The inner end of the spline shaft 186 is engaged with spline hole 216 ofa drivestar 218. Drivestar 218 has, about its circumference, six innumber of longitudinal grooves 220. A dirt protective flexible shroud222 is mounted by clamp rings 224 and 226 respectively on sleeve 182 anda joint housing 228. Joint housing 228 has an internal chamber 230.Internal chamber 230 has a wall surface and formed within the wallsurface are six in number of evenly spaced apart arcuate grooves 232.Mounted within each groove 220 is a ball 234. The balls 234 move withinthe grooves 220 as the motorcycle 20 is steered. The amount ofdeflection of the balls 234 is one-half of the steering deflection. Forexample, if the steered angle is thirty degrees off center (either rightor left), the deflection of ball axis 199 will be fifteen degrees (seeFIG. 7). The balls 234 are retained by a retaining ring 236. There is tobe a single ball 234 within a single groove 232. Each ball 234 assumes aloose fit within groove 220 to provide for free low frictional rotationof shaft 186 (see FIG. 8). When steering of the motorcycle 20, thesteering plates 40 and 42 move horizontally to the right and to theleft. During this movement, the spline shaft 186 and the structure thatis mounted thereon is pivoted, as shown in FIGS. 6 and 7, with theleftward most position being shown in dotted lines in FIG. 7 and therightmost position being shown in dotted lines in FIG. 7. During thismovement, the balls 234 ride within their respective groove 232. Duringthis movement, a driving connection is still maintained between thespline shaft 186 and the joint housing 228.

Joint housing 228 is mounted by ball bearing assembly 238 to the firstsupport plate 240. Joint housing 228 is also mounted by means of a ballbearing assembly 242 to a second support plate 244. Support plates 230and 244 are fixedly mounted by bolt fasteners 246 to downtube 248 of theframe 22 of the motorcycle 20. Each bolt fastener 246 passes through aspacer 247 and is each secured by a nut 249 mounted on the back side ofsupport plate 244. It is desirable that the frame plane 250 be inalignment with the transverse axis 252 which passes through the jointhousing 228 and the center of the balls 234. This alignment is clearlyshown in FIG. 6. This alignment only occurs when the spline shaft 186 isin its centered position, which is shown in FIG. 6. This alignment willbalance the steering forces when steering of the motorcycle 20 so thatwhen the spline shaft 186 is moved to the different position shown inFIG. 7, there will not be a tendency for an unbalanced force trying toturn the motorcycle 20 either to the left of to the right. To ensurethat the frame plane 250 is precisely aligned with the transverse axis252, there is a spacer 254 mounted about each of the bolts 246 with itbeing understood that there is a separate spacer 254 for each bolt 246.As a result, the downtube 248 is located against each of the spacers 254and also abuts against first support plate 240. The outer end of thesupport plates 240 and 244 are connected together by bolts 256 withthere being an elongated spacer 258 located between plates 240 and 244.

Joint housing 228 is integrally attached to a short spline shaft 260.Exteriorly mounted on the short spline shaft 260 are an annular seriesof splines 262. A spacing washer 264 has a centrally located throughopening 266. This spacing washer 264,is located between sprocket 268 andbearing assembly 242. Sprocket 268 has a central through hole whichincludes a series of splines 270. Splines 270 are in engagement withsplines 262 of the short spline shaft 260. Mounted on splines 262 is anoutside spacing washer 272 which includes a through hole 274. The reasonthat washer 264 and 272 are splineingly connected to the splines 262along with sprocket wheel 268 is so that all three parts will be pivotedwhen the short spline shaft 260 is pivoted. This particular arrangementprovides for the lowest friction possible during the rotation. The outerend of the short spline shaft 260 includes a threaded knob 276. A nut278 is threadably connected to knob 276. Nut 278 will also pivot alongwith short spline shaft 260. The purpose of nut 278 is to secure and fixin position washers 264 and 272 and sprocket 268 on the spline shaft260.

Operatively connecting with sprocket 268 is a chain 280. The chain 280also connects with a sprocket 286. This sprocket 286 is mounted on ashaft 288. This mounting on the shaft 288 is accomplished by a key 290.Set screws 289 and 291, which are mounted in sprocket 286, abuts tightlyagainst key 290. The shaft 288 is mounted to the frame 22 of themotorcycle with the shaft 288 being low frictionally rotationallysupported by means of bearings 292 and 294. Secured by key 293 locatedin shaft 288 is a sleeve 295. Rotatably mounted between the bearings 292and 294 on the sleeve 295 in between the bearings 292 and 294 is asecond set of bearings 296 and 298. The bearings 296 and 298 are used tomount discs 300 and 302 in a low frictional rotational manner relativeto the shaft 288. In between the discs 300 and 302 is mounted a sleeve304. The sleeve 304 is secured to the discs 300 and 302 respectively bybolts 306 and 308. Fixedly mounted on the exterior surface of the sleeve304 is a sprocket 310. Short chain 282 connects between sprocket 286 anda motor sprocket 312. Sprocket 286 includes an enlarged center section311 which is fixed by key 313 to shaft 288. The motor sprocket 312 is tobe fixedly connected onto the output shaft 314 of the motor 24. Alsomounted on the output shaft of the motor there is another sprocket 316,which is not observable in FIGS. 3 and 4 because it is basically hiddenby chain 282 and sprocket 310. Sprocket 316 is used to drive chain 284which connects to the rear wheel sprocket 318. The rear wheel sprocket318 is fixedly mounted onto rear wheel axle 320 of the rear wheel 28.

Thus, it can be seen that the output of the motor 24 is used to drivethe rear wheel 28 through chain 284. Also, that same output istransferred through chains 282 and 280 and chain 108 to rotate the frontwheel 30.

The discussion included in this patent is intended to serve as a basicdescription. The reader should be aware that the specific discussion maynot explicitly describe all embodiments possible and alternatives areimplicit. Also, this discussion may not fully explain the generic natureof the invention and may not explicitly show how each feature or elementcan actually be representative of a broader function or of a greatvariety of alternative or equivalent elements. Again, these areimplicitly included in this disclosure. Where the invention is describedin device-oriented terminology, each element of the device implicitlyperforms a function. It should also be understood that a variety ofchanges may be made without departing from the essence of the invention.Such changes are also implicitly included in the description. Thesechanges still fall within the scope of this invention.

Further, each of the various elements of the invention and claims mayalso be achieved in a variety of manners. It should be understood thatas the disclosure relates to elements of the invention, the words foreach element may be expressed by equivalent apparatus terms or methodterms—even if only the function or result is the same. Such equivalent,broader, or even more generic terms should be considered to beencompassed in the description of each element or action. Such terms canbe substituted where desired to make explicit the implicitly broadcoverage to which this invention is entitled. It should be understoodthat all actions may be expressed as a means for taking that action oras an element which causes that action. Similarly, each physical elementdisclosed should be understood to encompass a disclosure of the actionwhich that physical element facilitates. Such changes and alternativeterms are to be understood to be explicitly included in the description.

What is claimed is:
 1. In combination with a motorcycle which has afront wheel and a rear wheel mounted on a frame, said frame including asteering stem which has a longitudinal center axis known as the steeringaxis, a handlebar assembly is mounted on said steering plate and stemassembly with pivoting occurring about said longitudinal center axis,said handlebar assembly for turning of said front wheel within ahorizontal steering angle which will steer said motorcycle to a leftwarddirection and to a rightward direction, a fork assembly connectedbetween said steering plate and stem assembly and said front wheel, theimprovement comprising: a power transmitting joint mounted on saidframe, said power transmitting joint to receive power from a motorcyclemotor, said power transmitting joint having an output shaft, said outputshaft being connected to said steering plate and stem assembly, a jointhousing having an internal chamber, said joint housing connected to saidoutput shaft, an annular series of balls located within said internalchamber and drivingly connected to said joint housing, said ballsconnecting with said output shaft, said joint housing to be rotated bypower from said motor, said power transmitting joint being mounteddirectly adjacent said steering stem, whereby not only will power betransmitted from said motor to said rear wheel but also said frontwheel; and a continuous chain connected between said front wheel andsaid power transmitting joint to cause driving rotation of said frontwheel.
 2. The combination as defined in claim 1 wherein: said framedefining a frame plane, said balls to be in alignment with said frameplane.
 3. The combination as defined in claim 1 wherein: when alongitudinal center axis of said output shaft is located perpendicularto said frame plane a driving axis through said balls lies within saidframe plane.
 4. The combination as defined in claim 1 wherein: a torquerod mounted between said steering plate assembly and said front wheel,said torque rod and spring tensioner to maintain said continuous chainin its correct position regardless of suspension movement or powerapplied, said torque rod being located parallel to and in longitudinalalignment with said chain.
 5. The combination as defined in claim 1wherein: said chain and said torque rod lying within a steering plane,when said front wheel is positioned to cause said motorcycle to move ina directly forward direction said steering plane is parallel to saidframe plane.
 6. The combination as defined in claim 1 wherein: saidinternal chamber having a basically circular transverse cross-sectiondefined by a wall surface, said internal chamber having a series ofspaced apart grooves formed in said wall surface, said grooves beingparallel and arcuate longitudinally, a ball of said balls to be locatedwithin each said groove with there being a separate said ball for eachsaid groove, whereby said output shaft being movable horizontally forsteering and power is continuously transmitted through said powertransmitting joint regardless of the position of said steering assembly.7. In combination with a motorcycle which has a front wheel and a rearwheel mounted on a frame, said frame including a steering stem which hasa longitudinal center axis known as the steering axis, a handlebarassembly pivotally mounted on said steering stem with pivoting occurringabout said longitudinal center axis, said handlebar assembly for turningof said front wheel through a horizontal steering angle which will steersaid motorcycle in a leftward direction or in a rightward direction, afork assembly connected between said steering stem and said front wheel,the improvement comprising: a power transmitting joint mounted on saidframe, said power transmitting joint to transmit power from a motor ofsaid motorcycle to said front wheel, said power transmitting jointhaving an output shaft, said output shaft attached to said handlebarassembly, said handlebar assembly being movable horizontally through asufficient angle to affect steering of said motorcycle, said powertransmitting joint located directly adjacent said handlebar assembly. 8.The combination as defined in claim 7 wherein: said handlebar assemblyincluding a steering stem which comprises an elongated member that has alongitudinal center axis defined as a steering axis, said powertransmitting joint having a transverse center axis known as a drivingaxis, said driving axis coincides with said steering axis.
 9. Thecombination as defined in claim 7 wherein: a continuous chain connectedbetween said front wheel and said power transmitting joint to causerotation of said front wheel.
 10. The combination as defined in claim 9wherein: a torque rod mounted between said handlebar assembly and saidfront wheel, said torque rod to maintain said continuous chain in itscorrect position regardless of suspension movement or power applied,said torque rod being located parallel to said chain.
 11. Thecombination as defined in claim 7 wherein: when a longitudinal centeraxis of said output shaft is located perpendicular to said frame plane adriving axis defined through said power transmitting joint lies withinsaid frame plane.
 12. The combination as defined in claim 10 wherein:said chain and said torque rod lying within a steering plane, when saidfront wheel is positioned to cause said motorcycle to move in a directlyforward direction said steering plane is parallel to said frame plane.